Drive Configuration and Method Thereof

ABSTRACT

A drive configuration for driving one or more rotating sprockets (e.g., of an engine drive train), including a flexible force transmitting member forming a closed curve enclosing an area; a drive sprocket situated outside the area and driving the force transmitting member; first and second pulleys situated at least partially within the area and on opposing sides of the drive sprocket so as to urge the force transmitting member against the drive sprocket; and one or more driven sprockets each coupled to the force transmitting member. The drive configuration may include a cartridge including a base, one or more secondary pulleys being situated on opposing sides of the first pulley such that a timing belt is urged into contact with a drive sprocket and each of the pulleys. Accordingly, a timing belt may be rapidly installed or removed by inserting or removing the cartridge according to the present invention.

FIELD OF THE INVENTION

The present invention relates generally to a drive configuration formounting drive belts, and more particularly to an apparatus and methodfor mounting a timing belt and a method for changing the same.

BACKGROUND OF THE INVENTION

Typically, vehicles use a timing belt or a timing chain to operate oneor more camshafts and/or other accessories (e.g., oil and/or waterpumps, balance shafts, etc.). Timing belts are preferred over timingchains for many reasons. For example, timing belts cost less and emitless noise than conventional timing chains when used in automobiles andother vehicles. Moreover, timing belts do not require lubrication andinitially cost less than a timing chain. However, timing belts have alimited life span and typically require replacement in as little as25,000 miles (as opposed to timing chains which can last for the life ofthe vehicle).

Because of high replacement cost, timing belts are usually neglecteduntil they fail. However, timing-belt failure can lead to enginefailure-especially in interference-type engines.

In addition to the fact that timing belts require more frequentreplacement, this replacement can be tedious (and require many hours ofwork). For example, engine mounts, various pulleys and/or accessoriessuch as power steering pumps, air conditioning compressors, alternators,etc. and/or their associated belts, pulleys, wiring, etc. must beremoved to gain access to one or more timing belt covers which must beremoved to gain access to the timing belt cavity. Thereafter, one ormore tensioners, idler pulleys, water pumps, etc. must be adjustedand/or removed so that the timing belt can be removed and replaced. Thisprocess can take several hours and can be further complicated when anengine is of a V- or H-type configuration and/or includes a doubleoverhead camshaft (DOHC) arrangement (as opposed to single overheadcamshaft (SOHC) arrangement). Accordingly, timing-belt replacement costscan range from several hundred to a thousand dollars or more, of whichonly a few dollars is attributable to the cost of parts. Thus, consumersare inconvenienced and mechanics, as opposed to manufacturers, reap mostof the profits from timing-belt replacement procedures.

A front view diagram illustrating a conventional timing belt arrangementin a DOHC (double overhead cam) inline engine configuration is shown inFIG. 1. For the sake of clarity, components such as a timing-belt cover,alternator, air conditioning (A/C) compressor, hydraulic pumps and theirassociated drive belts and/or associated pulleys and/or sprockets arenot shown. A timing belt 10 is driven by a crankshaft sprocket (whoseteeth are not shown for the sake of clarity) 12 and drives one or morecamshaft sprockets (whose teeth are also not shown for the sake ofclarity) 14 and 16 and may also drive one or more accessories (e.g., oilpump, balance shaft, etc.) 20. A tensioner pulley 18 provides tension tothe timing belt 10. A front engine cover (aka an engine front cover) 26which, for the sake of this discussion, can include all or part theengine's cylinder block, cylinder head, oil pan, front engine case,cylinder-head cover, water pump, oil pump, other elements, and/orcombinations thereof, forms at least a part of a cavity for protectingthe timing belt 10 (and associated components such as the pulleys,tensioners, balance belts, etc.) from being contaminated by theelements. The other part of the cavity may be formed, for example, byone or more timing-belt covers, etc. which, for the sake of clarity, arenot shown. As shown, in a typical front-wheel-drive transverse-enginelayout, a side motor mount 24 may be attached to the front engine cover26 (and/or engine block and/or cylinder head). However, for the sake ofclarity, throughout this application, a front engine cover will bereferenced. A fluid passage 28 provides a means for transferring fluidto/from the engine. For example, as shown, the fluid passage 28 is acoolant passage for transferring coolant to/from a water pump (notshown) which is mounted adjacent to the fluid passage 28. As shown inthe present application, it will be assumed that the crankshaft sprocket12 rotates in a clockwise direction. However, other directions are alsoenvisioned.

Typically, after the timing-belt (or belts) is installed, the one ormore timing belt covers are used to protect the timing belt from theelements. Then, other components such as pulleys (e.g., a crankshaftpulley, harmonic balancer, etc.) are attached to an exposed end of thecrankshaft (not shown). The crankshaft pulley is used to driveaccessories such as the water, air and/or power-steering/hydraulicpumps, alternator, A/C compressor, etc. using one or more accessorydrive belts.

Moreover, as typical timing-belt installation is complicated, timingbelts are often incorrectly installed. Accordingly, it is not uncommonfor components (such as cams, balance shafts, etc.) to be misaligned(i.e., mistimed) which can adversely affect fuel economy, timing, enginelife, balance (e.g., resulting in vibration), and can lead to unexpectedengine failure—which can occur at critical times. Moreover, impropertensioning, can allow a timing belt to skip, which can also result inunexpected failure (e.g., of the belt and the engine) and lead to adangerous situation. For example, when a driver accelerates to cross abusy three-lane boulevard, if a timing belt skips cogs when the driverbegins to accelerate, the engine can stall and leave the vehicleunexpectedly in the path of oncoming traffic.

Furthermore, because of high timing-belt replacement costs, used carvalues are affected by mileage and/or age (e.g., 5 years or 60,000miles), which corresponds with timing belt replacement intervals.Moreover, because of these high costs, owners may avoid changing thetiming belts (and related components) at recommended intervals, whichcan lead to unexpected engine failure. Further, typical variable valvetiming systems adjust a rotational angle of a camshaft relative to acorresponding cam sprocket which is attached to the camshaft. Thissystem typically requires a large number of parts which increases costand the likelihood of failure. Moreover, typical variable valve timingsystems require high-oil pressure (e.g., 1700 psi) lines for properoperation.

Accordingly, there is a need for an apparatus and a method for easilyreplacing timing belts in vehicles that avoid the problems anddisadvantages of the prior art.

SUMMARY OF THE INVENTION

Therefore, it is an object of the present invention to solve theabove-noted and other problems of conventional timing belts and toprovide an apparatus and a method for easily mounting and installingtiming belts (or chains) in vehicles. It is another aspect of thepresent invention to provide an apparatus and a method for drivingvehicle accessories such as alternators, air conditioning compressors,power steering pumps, etc. It is yet another aspect of the presentinvention to provide a means for changing a timing belt without removingaccessory belts such as power steering, air conditioning, water pump,alternator, etc. drive belts. It is another aspect of the presentinvention to provide a cartridge including base for supporting pulleysand a timing belt. Wherein the timing belt can be installed or removedby installing or removing the cartridge.

It is another object of the present invention to provide an apparatusand a method for easily determining the age of a timing belt.

It is yet another object of the present invention to provide anapparatus and a method for mounting a drive belt for driving one or moreshafts (e.g., water and/or power steering pump shafts, cam shafts,balance shafts, alternator shafts, etc.).

Accordingly, it is an object of the present invention to provide atiming belt cartridge apparatus for transferring a force to or from afirst pulley, the cartridge apparatus including a base, one or moresecondary pulleys at least one of which is attached to the base, the oneor more secondary pulleys being situated on opposing sides of the firstpulley, a belt having first and second sides, the first side engagingthe first pulley and the second side engaging the one or more secondarypulleys. The apparatus may further include one or more cam pulleysengaging the first side of the belt, and one or more other pulleyssituated about the one or more cam pulleys and engaging the second sideof the belt, and matching cogs attached to the first pulley, the one ormore cam pulleys, and the belt. The apparatus may further include atensioner which tensions the belt, and matching cogs attached to thefirst pulley and the belt. The apparatus may further include one or morepumps attached to the base. The one or more pumps may include one ormore of a water pump and an oil pump.

It is a further aspect of the present invention to provide a timingmechanism apparatus which adjusts the position of certain parts of thetiming belt relative to each other. The timing mechanism may furtherinclude one or more cam pulleys engaging the belt, and matching cogsattached to the first pulley, the one or more cam pulleys, and the belt.In the apparatus, the one or more cam pulleys can have a diameter whichis substantially twice a diameter of the first pulley. The apparatus mayfurther a controller for controlling the timing mechanism and/or a radiofrequency identification (RFID) transmitter for transmitting informationrelated to apparatus. The timing belt according to the present inventionmay also include one or more metal links so as to form a timing chain.

It is a further aspect of the present invention to provide a variablevalve timing apparatus for adjusting valve timing in an engine, theapparatus including a first element including one of a belt of a chain,at least first and second pulleys, the second pulley optionally having adiameter that is about twice the diameter of the first pulley (or abouttwice as many teeth as those on the first pulley), the first and secondpulleys engaging the first element, another pulley engaging andpositioning the first element, and a timing adjusting mechanismadjusting a rotational position of the first and second pulleys relativeto each other by adjusting the position of the another pulley. Theapparatus may further include a controller for controlling the timingadjusting mechanism and an actuator for adjusting the position of theanother pulley.

It is also envisioned that the apparatus according to the presentinvention can include a belt for driving a first set of pulleys and achain for driving at least another pulley. Further, certain shaftsassociate with the present invention may be driven by gears. Forexample, if the present invention includes a pump such as an oil pump,etc., then certain shafts associated with the pump may include a geardrive.

It is a further aspect of the present invention to provide a driveconfiguration for driving one or more rotating sprockets, including aflexible force transmitting member forming a closed curve enclosing anarea; a drive sprocket situated outside the area and driving the forcetransmitting member; first and second pulleys situated at leastpartially within the area and on opposing sides of the drive sprocket soas to urge the force transmitting member against the drive sprocket; andone or more driven sprockets each coupled to the force transmittingmember. The drive configuration may include a base structured andarranged to support one or more of the first and second pulleys; thedrive sprocket can be connected to a crankshaft of an engine; and one ormore of the driven sprockets can be correspondingly connected to one ormore of a camshaft, an intermediate sprocket for driving a camshaft, ahydraulic pump, and a balance shaft of the engine. The forcetransmitting member preferably is a timing belt or a timing chain.

It is also envisioned that the present invention may include one or moreof hydraulic pumps, electrical generation devices, motors, solenoids,idler pulleys, adjusting mechanisms, tensioning mechanisms, and balanceshafts, connected to the base; an adjusting mechanism which adjusts therotational position of one or more of the driven sprockets relative todrive sprocket; and a tensioning mechanism for taking up slack in theforce transmitting member. The adjusting mechanism may rotate a pulleyabout the axis of another pulley, the drive sprocket, one of the drivensprockets, or one of the first or second pulleys.

According to the present invention, the base, at least one of thepulleys, and the force transmitting member may form at least part of acartridge that is structured and arranged to be installed or removedfrom the engine as a unit. The force transmitting member may be coupledto, for example, a sprocket or a pulley of one or more of a camshaft, awater pump, an oil pump, a propeller, a balance shaft, and an axle.

It is also envisioned that the drive configuration according may includeanother force transmitting member in another plane different from theplane of the first force transmitting member and which forms anotherclosed curve enclosing another area (which may overlap the area) suchthat the drive sprocket is situated outside the other area and drivesthe other force transmitting member and may included one or more otherdriven sprockets driven by the other force transmitting member.

It is a further aspect of the present invention to provide a valve traindrive configuration for an internal combustion engine having a drivesprocket (e.g., a crankshaft sprocket) for transferring a force to orfrom one or more other sprockets via a flexible force transmittingmember, the valve train configuration may include first and secondpulleys; a base structured and arranged to be connected to the engineand at least one of the first and second pulleys such that the axis ofthe first and second pulleys are situated apart from each other; a forcetransmitting member forming a closed curve enclosing an area, whereinthe first and second pulleys are situated at least in part within thearea and apart from each other so as to urge the force transmittingmember against the drive sprocket such that the force transmittingmember is coupled to the drive sprocket, the drive sprocket beinglocated outside of the area.

It is also envisioned that the base, one or more of the first and secondpulleys, and the force transmitting member may form a cartridge whichenables the installation or removal of the force transmitting memberfrom the engine. The force transmitting member may include a timing beltor a chain, the drive sprocket may include a crankshaft sprocket whichis coupled a crankshaft of the engine, and the one or more othersprockets may include camshaft sprockets, intermediate shaft sprockets,balance shaft sprockets, and hydraulic pump sprockets, which may becoupled to the force transmitting member. One or more of the pulleys mayinclude teeth so as to form a sprocket. The cartridge may be structuredand arranged to be coupled to the engine and further include one or moreof a water pump, a tensioner, and an idler pulley.

It is a further aspect of the present invention to provide a method forconfiguring a flexible force transmitting member in an engine, themethod including forming, using the flexible force transmitting memberincluding a belt or chain, a closed curve defining an area; locatingfirst and second pulleys apart from each other and about a drivesprocket; routing the flexible force transmitting member about the firstand second pulleys and the drive sprocket such that the first and secondpulleys are located within the area and the drive sprocket is locatedoutside of the area. The method may also include forming a cartridgeincluding at least one of the first and second pulleys, a base part, andthe force transmitting member, the base part structured and arranged tobe connected to the engine and to support at least one of the first andsecond pulleys. The method may also include installing or removing thecartridge from the engine, so that the force transmitting member iscorrespondingly installed or removed from the engine, wherein the engineis an internal combustion engine and the drive sprocket is an engineoutput shaft sprocket.

Additional advantages of the present invention include the incorporationof features that reduce the complexity and cost of manufacturing.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is herein described, by way of example only, withreference to the accompanying drawings, wherein:

FIG. 1 is a front view diagram illustrating a conventional timing beltarrangement in a DOHC (double overhead cam) inline engine configuration;

FIG. 2A is a front view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 2B is a front-view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 2C is a side view illustration of a timing belt apparatus accordingto the present invention;

FIG. 2D is a side view illustration of a timing belt apparatus accordingto the present invention;

FIG. 3A is a side view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 3B is a side view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 4A is a front view illustration of a timing belt apparatusaccording to the present invention;

FIG. 4B is a front view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 5A is a front view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 5B is a side view diagram illustrating the timing belt apparatusshown in FIG. 5A;

FIG. 6A is a front view diagram illustrating the installation of thetiming belt apparatus according to the present invention as it isinstalled in an engine;

FIG. 6B is a side view diagram illustrating the installation of thetiming belt apparatus shown in FIG. 6A;

FIG. 7A is a front view diagram illustrating the installation of thetiming belt apparatus shown in FIGS. 6A and 6B as it is installed in anengine;

FIG. 7B is a front view diagram illustrating the installation of thetiming belt apparatus shown in FIG. 7A;

FIG. 8A is a side view diagram of an optional crank sprocket accordingto the present invention;

FIG. 8B is a front view diagram of the crank sprocket illustrated inFIG. 8A and a base part;

FIG. 8C is a front view diagram of the present invention illustrated inFIG. 8B;

FIG. 8D is a front view diagram of the present invention illustrated inFIG. 8C;

FIG. 8E is a top view diagram of the timing belt of the presentinvention;

FIG. 8F is a cross sectional view diagram of the timing belt of thepresent invention taken along line 8F of FIG. 8E;

FIG. 9A is a front-view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 9B is a front-view diagram illustrating the timing belt apparatusaccording to the present invention;

FIG. 10 is a schematic view diagram of a controller for adjusting thetiming according the present invention; and

FIG. 11 is a front-view diagram illustrating the timing belt apparatusaccording to the present invention.

DETAILED DESCRIPTION OF THE INVENTION

Preferred embodiments of the present invention will now be described indetail with reference to the drawings. For the sake of clarity, certainfeatures of the invention will not be discussed when they would beapparent to those with skill in the art.

A front view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 2A. Pulleys 204 and 206 positiontiming belt 202 so that it engages sprocket 208. A mounting part 210 caninclude one or more elements (e.g., one or more front plates, rearplates, struts, rods, etc., as will be described below) and positionsone or more of the pulleys 204 and 206 so that the timing belt 202 islocated in a desired position relative to the sprocket 208 (e.g., acrankshaft sprocket which, for example, is attached to an enginescrankshaft). The mounting part 210 is attached to an engine block or toa corresponding component (e.g., a front cover, cylinder head,etc.—which are not shown) via any suitable means. For example, tracks,rails, guides, bolts, pins, friction fits, keyways, etc. can be used toattach the mounting part 210 to, for example, the front cover of theengine. For the sake of clarity, mounting means for attaching themounting part 210 to the engine will not be shown. Moreover, also forthe sake of clarity, only a few cogs “C” (or teeth) are shown on each ofthe timing belt 202 and crank sprocket 208. Optional cavities 223 can beused for accepting guide pins and/or securing the mounting part 210using, for example, bots, lugs, pins, etc. For example, duringinstallation, a bifurcated tool (not shown) can be aligned with sprocket208 (and likewise the crankshaft—using, for example, a pin which is notshown) and its ends inserted into the mounting part 210 such that themounting part 210 is aligned with the sprocket 208 and possibly rotatedtherewith. This can aid the installation process as will be describedbelow. However, it is also envisioned that the cavities can extendthrough one or more ends of the mounting part 210 such that one or moreguide pins, bolts, rods, etc. can be inserted therein.

A front-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 2B. A mounting part 212 caninclude one or more mounting parts (e.g., 210A and 210B as shown) whichcan be separated as desired. One or more pulleys 204 and 206 are mountedto the mounting part 212 such that a desired number of teeth (not shownfor the sake of clarity) of timing belt 202 may contact the crank pulley208. Likewise, one or more pulleys 214 and 218 are mounted to themounting part 210B so that the timing belt 202 is located in a desiredposition relative to cam sprocket 220. For example, when pulleys arelocated in the desired position, a number of teeth of the timing belt202 may engage a corresponding sprocket. The timing belt 202 forms aclosed loop which defines an area A in which the pulleys 204 and 206 arelocated. As shown, the crank pulley 208 is located outside of area A.Accordingly, the timing belt can be installed without removing accessorybelts such as an alternator, air conditioning, etc., belts which are beinstalled on a crankshaft pulley that is installed at a proximal end ofthe crankshaft (e.g., see, FIGS. 6A-6B and 7A-7B).

As shown, a SOHC cam arrangement is illustrated. Although the one ormore pulleys 204, 206, 214 and 218 are shown attached to the mountingpart 212, one or more of these pulleys may be mounted to other elements.Moreover, it is envisioned that the mounting part 212 can includedjoints and other means for attaching various parts (e.g., 210A and 210B)to each other and can be made using for example, one or more elementswhich may include rods, molded parts, stamped parts, etc. Moreover, ifthe mounting part 212 includes a plurality of parts, each part may bemounted separately from the other. For the sake of clarity, the timingbelt 202 and/or the sprockets 208 and 220 do not show individual cogs.An optional adjusting means 222 can include means for adjusting thelength (e.g., in the direction of arrow L) of the mounting part 212 suchthat the distance between one or more of the one or more pulleys 204,206, 214, and 218 can be changed (or otherwise adjusted). For example,an optional adjusting means 222 may include a sliding type mechanism foradjusting the distance between the pulleys 214 and 218 and the pulleys204 and 216. The adjustment means 222 may include a biasing means whichcan, for example, include biasing means such as springs and/or one ormore hydraulic cylinders (which can include a spring and/or pressurizedfluid, etc.) for providing a desired biasing and/or optional dampingmeans. In other words, the adjustment means 222 can include aconventional tensioner for adjusting the tension of the timing belt 202.In alternative embodiments, a cam-type mechanism may be used foradjusting the length of the mounting part 212. A bolt may then betightened to maintain a desired configuration. In other embodimentsadjusting means 222 may include a hinge and one or more biasing means.Accordingly, the adjusting means 222 can provide proper timing-belttension, if desired. Moreover, the adjusting means may provide anadjustment for various dimensional changes which can include, forexample, expansion and contraction of various engine components (with,for example, cooling/heating cycles), and dimensional changes resultingfrom, for example, the machining of cylinder deck surfaces and/orcylinder heads (both of which are not shown), etc. For the sake ofclarity, in FIGS. 2C-2D, 5B and 6B, the timing belt 202 is not shown.Moreover, flanges and/or other guide means, which are typically locatedon one or more pulleys and/or sprockets for properly guiding the timingbelt 202 are also not shown for the sake of clarity.

For the sake of description, without limitation, one or more optionalmounting holes B (shown in arbitrary locations) can be used for locatingthe mounting part 212 in a desired position. For example, pegs, studs,bolts, etc. (located in various positions) can be used to attach themounting part 212 to the engine block (not shown), cylinder head, frontcover, etc. so that it is located in a desired position.

The mounting part 212 is preferably sufficiently rigid such that desirednoise-vibration-harshness (NVH) levels are obtained.

A side view illustration of a timing belt apparatus according to thepresent invention is shown in FIG. 2C. The timing belt apparatus issimilar to the timing belt apparatus shown in FIG. 2B. However, one ormore of first and second portions 230 and 232 are used to position oneor more of the one or more pulleys 206, 208, 214, and 218. Spacers orother means are used to locate the first and second portions 230 and 232relative to each other. The first and second portions 230 and 232 caneach include one or more plates such that one or more pulleys of thepulleys 206, 208, 214, and 218 can be separated from each other. Forexample, the first and second portions 230 and 232 can include, forexample, one or more portions which can correspond with sections 210Aand 210B as shown in FIG. 2B. The optional portions corresponding withsections 2110A and 210B may be separated from each other to aid theinstallation process. By separating at least parts of the first andsecond portions 230 and 232 one or more cavities 217 can be defined suchthat the one or more pulleys of the one or more pulleys 206, 208, 214,and 218 may be fully of partially contained in the one or more cavities217. Moreover, other components such as, for example, a water pump, anoil pump, etc. may fully or partially contained within the one or morecavities 217. Further, although the portions 230 and 232 are illustratedas planar components, they may be integrally formed with each other,molded, stamped, etc. as desired. Moreover, one or more of the first andsecond portions 230 may form at least part of an outer cover forprotecting the timing belt and the associated components fromcontaminating elements. For the sake of clarity, the optional adjustmentmeans 222 is not shown.

A side view illustration of a timing belt apparatus according to thepresent invention is shown in FIG. 2D. The timing belt apparatus issimilar to the timing belt apparatus shown in FIG. 2B. The mounting part212 includes the first part 210A and the optional second part 210B.However, mounting part 212 can include a single part or a plurality ofparts, as desired. For example, depending upon the engine and/or vehiclechassis, a single part or a plurality of parts can be used to expediteinstallation of the timing belt using the apparatus according to thepresent invention. The timing belt apparatus according to the presentinvention is attached to the engine using one or more attachment meanssuch as brackets, bolts, rails, rivets, adhesives, friction fits, etc.,as desired. For the sake of clarity, the optional adjusting means 222 isnot shown.

A front-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 3A. The timing belt apparatus 300is essentially similar to the timing belt apparatus shown in FIG. 2B.However, a mounting part 312 is shaped and sized such that one or morepulleys 204, 206, 214, and/or 218 are offset at predetermined anglesand/or distances. Accordingly, by offsetting one or more of the one ormore pulleys 204, 206, 214, and/or 218, the timing belt apparatus 300according to the present invention assumes a desired profile. Moreover,a desired installation configuration can be obtained. In other words,the timing belt apparatus 300 according to the present invention can beinstalled by physically maneuvering it in a predetermined manner. Forthe sake of clarity, optional adjusting means (e.g., a tensioner, whichcan be optionally mounted to the timing belt apparatus 300 of thepresent invention) is not shown.

A side-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 3B. The timing belt apparatusincludes a mounting part 314 which is essentially similar to themounting part 210 and can be positioned in proximity to, for example,the crank sprocket 208. However, sprockets 320 and 322 are used ratherthan pulleys (i.e., pulleys 204 and 206) and timing belt 302 includescogs (not shown) on both of sides 316 and 318 for contacting (i.e.,engaging) cogs (not shown) of the crank and cam sprockets 208 and 220,respectively. An optional adjusting means, such as a tensioner, is notshown for the sake of clarity and can be mounted on or independently ofthe mounting part 314.

A front view illustration of a timing belt apparatus according to thepresent invention is shown in FIG. 4A. The timing belt apparatus 400 isessentially similar to the timing belt apparatus shown in FIG. 2B.However, the timing belt apparatus 400 is used in a DOHC configurationin which cams 220A and 220B are driven by timing belt 202, and includesvarious pulleys and other components which will be described below. Thetiming belt apparatus 400 includes a mounting part 412 for locating oneor more pulleys 402, 404, 406, 408, 410, and/or 418 (one or more ofwhich may be optional) which are used for positioning the timing belt202 in a desired position. An optional water pump 420 is attached to themounting part 412 and is driven by the pulley 418. The optional waterpump 420 can be optionally formed, for example, at least in part, withmounting part 412. For example, at least part of a water pump housing420H may be formed integrally with the mounting part 412. Additionally,the mounting part 412 may include one or more passages (not shown) forproviding coolant to and/or from the water pump 420 from the engineand/or radiator (not shown), as necessary. The pulley 406 is optionaland can be used to, for example, locate the timing belt 202 within agiven profile as shown. Pulleys 408 and 410 are situated such that cogs(not shown) of the timing belt 202 may engage a predetermined number ofcogs (not shown) of each of cams 220A and 220B. Depending upon desiredapplications, the mounting part 412 can be formed using one or parts.For example, the mounting part 412 can include first and second parts414 and 416, respectively, which may, for example, include engagementmeans (e.g., bolts, pins, friction fits, keyways, guides, hingeportions, etc.) for engagement with each other. Accordingly, dependingupon the application, the parts (e.g., first and second parts, etc.) canbe installed in a desired order. One or more of the pulleys 402, 404,406, 408, 410, and 418 can include an adjusting means such as, forexample, one or more tensioners (not shown) for tensioning the timingbelt 202. Tensioners can include spring- and/or hydraulic-biasedtensioners, etc., for biasing the corresponding pulley. Furthermore, theone or more tensioners can include other adjusting means such as a cam,shim, etc. Moreover, one or more of the pulleys 402, 404, 406, 408, 410,and 418 can include a cam means for adjusting tension of the timing belt202. For example, pulley 408 includes an cam-type adjusting meansincluding a hub 408H having an offset bolt hole 408B. The placement ofthe one or more pulleys 404, 406, 408, 410, and 418 is shown forillustration only and is dependent upon the actual engines used. Duringinstallation, the cam pulleys 220A and 220B which are located preferablyat the top part of the engine may be removed so that the mounting part412 can be slideably inserted into a corresponding timing belt cavity(not shown).

A side-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 4B. The timing belt apparatus isessentially similar to the timing belt apparatus shown in FIG. 3A.However, a DOHC arrangement is shown in which cam sprocket 220A isdriven using a second timing belt 203. An optional tensioner 424provides a biasing force to the second timing belt 203. The optionaltensioner can include cam or other adjusting means to adjust the biasingforce provided to the second timing belt 203.

A front-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 5A. The timing apparatus 500 isessentially similar to the timing belt apparatus shown in FIG. 3A.However, a mounting part 502 (which may include one or more parts)includes a water pump 504 and a water pump pulley 506 for driving thewater pump 504. Although not shown, the water pump 504 may be formed atleast in part integrally with the mounting part 502. However, the waterpump may also be attached to the mounting part 502. In some embodiments,an oil pump, a tensioning means (not shown) such as a tensionerincluding a pulley, etc. may be used in addition to (or in lieu of) thewater pump 504. In yet other embodiments, a variable valve timing (VVT)means for advancing/retarding the timing of one or more camshafts mayalso be included. Moreover, the mounting part 502 may include one ormore parts and/or various shapes corresponding to a desired application.Moreover, the mounting part can be designed such that its size and shapeis in accordance with one or more different engine configurations—thusenhancing parts interchangeability. In other embodiments, the timingbelt or chain may drive an intermediate shaft. Another flexibletensioning device (i.e., a timing belt or chain) or a gear drive canthen drive one or more of the camshafts.

In yet other embodiments, the apparatus according to the presentinvention may include identification (ID) means which can provideidentification information (using, for example, a wired connection or awireless connection) to a requesting device (e.g., an engine controlunit (ECU)). For example, a radio frequency identification (RFID) tag508 (including data corresponding to the apparatus according to thepresent invention) may be attached to or embedded into, for example, themounting part 502. Then, an RFID reader can download information relatedto the RFID tag and determine characteristics of the apparatus accordingto the present invention. For example, when installing a new timingbelt, an RFID can read the data corresponding to the RFID tag.Thereafter, this data can be used to determine proper change timesand/or intervals for the apparatus according to the present invention.For example, transmitting this information to an on-board diagnosticcomputer such as the vehicle's own computer (i.e., the engine controlunit—ECU), can enable the computer to use this data to determine aproper change time and indicate when a change of the apparatus accordingto the present invention is necessary via a vehicle display screen, thevehicle's audio system, and/or via other means such as an at-homecomputer (e.g., via the Internet), a dealership alert means (e.g., thedealerships maintenance system which can alert service personnel and/orthe vehicles owner), etc. However, this data may also be used by othercomputational means. As shown, the RFID tag can include data such astype, lot number, date of production, identification (ID) number,routing codes (for example, indicating distribution sources), etc.Accordingly, gray market parts can be identified and/or rejected by, forexample, the ECU, or the vehicle's manufacturer. Further, usinginformation transmitted by the ID means, a controller (e.g., the ECU)may limit certain functions. For example, based upon the ID information,engine speed and or operation may be limited, as desired. Thus, upondetermining that the ID of the apparatus meets a certain condition,engine speed (e.g., RPM) may be limited so that it is less than (orotherwise within a certain predetermined range), if for example asubstandard timing belt (e.g., a belt by another manufacturer, adefective belt such as recalled belt, etc.) is detected. This canprovide even higher levels of safety to users.

A side-view diagram illustrating the timing belt apparatus shown in FIG.5A is shown in FIG. 5B. The shape, size and location of the water pump504 are merely illustrative. Other water pumps may be used with thepresent invention. Additionally, the present invention may also includeone or more water passages which mate to corresponding water passages(i.e., coolant passages) of a corresponding engine or parts thereof (notshown) for transmission of the engine's coolant. Similarly, one or moreoil passages may be provided for receiving oil to/from an optional oilpump (not shown) for pressurizing the engine's oil system and/or drivinga variable valve timing system. Although the water pump 504 is showncontained at least in part within the mounting part of the presentinvention, the water pump may also be located on an exterior portion ofthe mounting part. For example, the water pump or parts thereof may belocated on a side of the mounting part which is opposite to the engineand/or may be located on side of the mounting part which faces theengine etc. For the sake of clarity, these configurations are not shown.

A front view diagram illustrating the installation of the timing beltapparatus according to the present invention as it is installed in anengine is shown in FIG. 6A. For illustration, the timing belt apparatusis similar to the timing belt apparatus shown in FIGS. 5A-5B. Duringinstallation, one or more timing-belt covers (not shown) are opened orotherwise removed to access the timing belt apparatus according to thepresent invention. The timing belt apparatus according to the presentinvention can then be slid in the direction of arrow 600 into positionrelative to the engine (not shown). Thereafter, the timing belt 202 maybe aligned with the crank sprocket 208 and the timing belt apparatusaccording to the present invention can be rotated in the direction ofarrow 604 such that the timing belt 202 contacts the cam sprocket (orsprockets) 220. The timing belt apparatus according to the presentinvention may then be secured (e.g., by using bolts, nuts, rails,screws, pins, pressure fits, adhesives, and/or other attaching means),and the one or more timing-belt covers (not shown) is placed into aproper position to protect the timing belt 202 from the elements. Anoutline of a crank pulley 608 is shown for the purpose of illustrationonly.

A side view diagram illustrating the installation of the timing beltapparatus shown in FIG. 6A is shown in FIG. 6B. The timing beltapparatus according to the present invention is attached to engine 600.One or more accessories such as an alternator (ALT) are shown for thesake of illustration. With reference to FIG. 6B, one or more accessorypulleys such as an alternator pulley 612 are rotated by an accessorydrive belt 610 which is in communication with the crank pulley 608. Forthe sake of clarity, that part of the cylinder head which positions thecamshaft and corresponding camshaft pulley 220 is not shown.

A front view diagram illustrating the installation of the timing beltapparatus shown in FIGS. 6A and 6B as it is installed in an engine isshown in FIG. 7A. One or more timing belt covers 702 and 704 are openedor otherwise removed to open the timing belt cavity. Thereafter, thetiming belt apparatus according to the present invention 500 is insertedinto the cavity. Then, the timing belt apparatus according to thepresent invention is aligned and securely fastened such that the timingbelt is properly positioned and such that one or more camshafts (orbalance shafts, etc.) are correctly timed relative to the crankshaft.This process can be accomplished preferably without removing anaccessory drive belt 706. Removal may be the reverse of installation.However, it may be desirable to cut the timing belt prior to removal.The accessory drive system includes, for example, the alternator (ALT)and/or various other accessories as shown attached to the accessorydrive belt 706.

A front view diagram illustrating the installation of the timing beltapparatus shown in FIG. 7A is shown in FIG. 7B. After installation, theone or more timing belt covers (e.g., 702 and 706) are closed thusforming at least part of a cavity for protecting the timing beltcontained within. The timing belt covers (e.g., 702 and 706) may be heldin position using any suitable holding means. For example, the holdingmeans may include adhesives, latches, friction fits, screws, bolts,nuts, pins, latches, etc. For the sake of illustration, a coolant hose710 is shown attached to an outlet of the water pump 504.

A side view diagram of an optional crank sprocket according to thepresent invention is shown in FIG. 8A. A crank sprocket 800 includessprockets (or teeth) 804 and an optional alignment area such as analignment grove, a first keyway 802, etc. The crank sprocket 800 is seeninserted over a distal end (or accessory end) of a crankshaft 801 and ispreferably aligned with the crankshaft 801 using, for example, a secondkeyway (not shown).

A front view diagram of the crank sprocket illustrated in FIG. 8A and abase part is shown in FIG. 8B. An optional guide 812 may be insertedwithin base part 814 (which can be similar to the base parts shownthroughout this application). The guide 812 includes an optional foot820 located in proximity to an end part 810. The foot 820 can be used tomove a timing belt 806 into a desired position.

A front view diagram of the present invention illustrated in FIG. 8B isshown in FIG. 8C. The end part 810 of the guide 812 locates the timingbelt 806. A optional pad 824 contacts a guide part such as the cranksprocket 800, the crank 801, guide pins, etc. for locating the base part814 during alignment of the timing belt 806. The pad 824 may optionallybe slidably, rotatably, and/or releasably located relative to the basepart 814.

A front view diagram of the present invention as illustrated in FIG. 8Cis shown in FIG. 8D. The guide 812 is moved towards the crank pulley 8Dsuch that the distal end 810 of the guide 812 engages the first keyway802 indicating alignment with the crank sprocket 800. As the guide 812extends into the crank sprocket 800, the timing belt 806 is aligned withand may engage the crank sprocket 800. Thereafter, the crank sprocket800 can be rotated with the base part 814. Preferably, the timing beltis then aligned with other sprockets such as the cam and/or balanceshaft sprockets and tensioned before the guide 812 is removed orreleased from the crank sprocket 800. In alternative embodiments, theguide 812 can include a frangible area such that it can be broken apartas necessary for example, after installation.

A top view diagram of the timing belt of the present invention isillustrated in FIG. 8E. An optional tab 808 including an alignment meanssuch as opening 822 can be releasably attached to the timing belt 806 ata predetermined position. After installation of the timing belt 806, thetab 808 can be manually removed or can be removed by other means.

It is also envisioned that a notch or other means may be used to alignthe timing belt 806. For example, the timing belt may include one ormore notches, marks, stickers, holes, etc. for aiding an alignmentprocess. Likewise, a corresponding engine part may include respectivemarks to aid in the alignment. Further, the one or more pulleys mountedto the apparatus of the present invention may be releasably locked inplace using, for example, adhesives, keyways, rods, friction fits, etc.The timing belt may then be releasably positioned relative to the lockedcomponents. After installation, the locked components can be unlocked,e.g., by releasing the restraining means.

A cross sectional view diagram of the timing belt of the presentinvention taken along line 8F of FIG. 8E is illustrated in FIG. 8F. Theend part 810 of the guide 812 is inserted through the opening 822 of thetab 808 and can be inserted into the optional first keyway 802.Accordingly, when the end part 810 of the guide 812 is inserted into theoptional keyway 802, the timing belt 806 is aligned with the cranksprocket 800. Additionally, an alert means (e.g., notches, electricalsignals, lines, etc.) can be used such that the user is informed of thealignment. The foot 820 is used to snug the timing belt 806 against thecrankshaft sprocket 800. The tab 808 should be flexible enough such thatit can be advanced with the timing belt 806 after installation of thetiming belt 806. Accordingly, the tab may be easily removed by advancingthe tab 808 (e.g., by turning the engine over) such that it can bereadily grasped or may fall off by itself when the engine is cranked orstarted after installation.

A front-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 9A. The timing apparatus 900 isessentially similar to the timing belt apparatus shown in FIG. 5A andincludes a mounting part 902. However, a variable valve timing means isincluded for adjusting the timing (e.g., advancing and/or retarding) thetiming of the camshaft sprocket or sprockets (and thus the camshaftscoupled to respective sprockets) in relation to the crankshaft sprocket(or crankshaft). Platforms 910 and/or 911 (or platforms, mounts, links,etc.) may be rotatably and/or slidably mounted in relation to themounting part 902. However, it is also envisioned that the platforms 910and/or 911 may be mounted to one or more other parts (e.g., a cylinderhead, engine block, front cover, etc.). The variable valve timing meansessentially takes up or gives slack on a portion of the timing belt 202that lies between the camshaft sprocket (or sprockets) 220 and the cranksprocket 208 (on, for example, the tension side or the slack siderelative to the camshaft sprockets or other pulley of etc., of thetiming belt 202). For example, as shown, optional sprockets 906 and 908are mounted the platforms 910 and 911, respectively, whose position isadjusted by adjusting means and tensioner 912 and 913, respectively.Accordingly, pulley 906 can be adjusted to advance or retard the timingof the camshaft sprocket 220 (and thus the camshaft) in relation to thecrankshaft sprocket 208. Although the pulleys 906 and 908 are shownmoving in the direction of arrow 914 about the axis 916, the pulleys 906and 908 may also be moved in a linear fashion (not shown), about an arc,etc. The pulley 908 is optional and can be used to maintain a constanttiming belt tension by giving or taking slack in an opposite manner tothe pulley 906. It is also envisioned that spring biased tensioners (notshown) may also be used with or in lieu of pulley 908. The adjustingmeans 912 may include electrical, hydraulic, etc., activation meansand/or combinations thereof. Preferably, the adjusting means 912 caninclude a linear acting or other type of motor, a hydraulic cylinder(e.g., controlled by solenoids, oil pressure, a controller, etc.), etc.The adjusting means 912 can be installed with the timing belt apparatusaccording to the present invention or may be installed separately (e.g.,as an aftermarket part which, for example, can provide variable timingto an engine which originally had a conventional fixed valve timingsystem). Additionally, linkage means or other attachment means may beused to couple the adjusting means and/or tensioner 906 and 908 to theplatform 910. Moreover, it is envisioned that other pulleys and/orsprockets may be moved to adjust the timing of the camshafts. Forexample, pulleys 204 and 206 may be rotated about the crankshaft pulley208 (e.g., in the direction of arrow 914B) to adjust the timing of thecamshaft sprocket 220 relative to the crankshaft sprocket 208.

A front-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 9B. The timing apparatus 900B isessentially similar to the timing belt apparatus shown in FIGS. 2C and5A and includes a mounting part 902. However, a variable valve timingmeans is included for adjusting the timing (e.g., advancing and/orretarding) the timing of the camshaft sprocket or sprockets 220 (andthus the camshafts coupled to respective sprockets) in relation to thecrankshaft sprocket 208 (or crankshaft). The variable valve timing meansincludes a platform 910B (or platforms, mounts, links, etc.) which canbe rotatably (or slidably, not shown) mounted in relation to themounting part 902 about, for example, an axis which corresponds with anaxis of the timing sprocket 220 as shown, such that pulley 218 and/orother pulleys can positioned (e.g., in the direction of arrow 914B) toadjust the timing. Although not shown, a slack adjuster or one or moreother pulley(s), sprocket(s), etc., may be adjusted (e.g., during use)actively or passively to take up excess slack in the timing belt 202.The timing apparatus 900B includes an optional cavity or notch (notshown) in which at least part of the platform 910B is contained. Thecavity, for example, may be located between first and second portions915A and 915B (not shown). Additionally, a portion of a pump or otheraccessory (e.g., the water pump) may be located in the cavity and/or onone or both sides of the first or second portions.

A schematic view diagram of a controller for adjusting the timingaccording the present invention is shown in FIG. 10. A controller 1000controls the overall operation of the system and may communicate withone or more of an input device 1018, a display 1002, a memory 1004, anidentification (ID) sensor such as an RFID sensor 1006, sensors 1010,receiver (TX/RX) 1014, and/or actuator/control 1016. The sensors 1010may include various engine control sensors such as one or more of crankand camshaft position sensors, vacuum, pressure, load, and/or anglesensors (e.g., reporting position of corresponding actuators,assemblies, engine load, etc.), battery-charge sensors, etc., as areused by conventional engine control systems. Alternatively, thecontroller 1000 may receive timing-related signals from an enginecontrol computer and respond thereto accordingly. The display mayinclude a remote display, the vehicle's display, etc., and may displayrequested and/or relevant information. For example, the display 1002 maydisplay timing belt status such as recommended change interval,remaining lifespan, etc. The memory 1004 can be used to store desiredinformation, e.g., ID numbers, date of change, operating parameters,etc. The optional RFID sensor 1006 can be used transmit/receiveinformation using a short range communication system such as Bluetoothor other short-range communication methods. Further, communication maybe established using wired means such as a wired connection, as comparedto a wireless connection. The receiver 1014 may receive information suchas software and other data (e.g., voice, multimedia data, maps, music,various information relating to the vehicle such as control information,etc.) using a long- or short-range communication systems. For example,the receiver 1014 may be used to receive updated software forcontrolling various components of the engine or may transmit informationto a failure to a repair facility for expediting a repair. For example,information associated with the timing belt system according to thepresent invention may be transmitted to a repair center (etc.) so thatadequate measures may be taken with minimum interruption to a user.Although not shown, the controller may include or be interfaced with anengine control unit (ECU—not shown and/or other vehicle computer). Theinput device may include a keyboard, a touch-screen display, a remotedownload device, a mechanics computer, etc for uploading/downloadinginformation to/from the controller 1000. The downlink and/or uplinktransmission systems can include one or more of systems such ascellular, satellite, short range (e.g., Bluetooth), etc.

A front-view diagram illustrating the timing belt apparatus according tothe present invention is shown in FIG. 11. Timing apparatus 1100 isessentially similar to the timing belt apparatus shown and described inother embodiments of the present invention. However, the timingapparatus 1100 is configured for a “V”-type engine using a single timingbelt. An optional water pump 504 and variable timing system is shown.The base part 1112 may be formed from one or more portions and mayinclude rods, links, hinges, etc. (not shown) for attaching thedifferent portions to each other and/or simplifying installation (e.g.,by allowing folding of the various components). Moreover, if desired,the timing belt may be positioned over the camshaft sprockets 220 suchas is shown in FIG. 3B, in which case the base part 1112 may be muchsmaller such as is shown in FIGS. 2A and 3B. For example, the base partmay include one or more links (e.g., struts) which allow the deviceaccording to the present invention to unfold during installation thusensuring a small footprint and easing installation. Additionally, theone or more links may include coupling means for allowing the length ofthe links to be adjusted as desired.

In the preferred embodiment of the present invention, the base part isformed from a cast aluminum which includes a reinforcement ribbing (notshown). However, the base part may also be formed from a molded polymer,stamped, etc., as desired. Additionally, metal reinforcement members mayalso be included to reinforce the base part in desired areas. Moreover,one or more of the pulleys (or sprockets) may include a coupling meansfor coupling the pulley (or sprocket) to a balance shaft etc. duringinstallation.

Moreover, in embodiments which use a variable valve timing means, theoptional adjusting means 912 moves pulley 906 about axis 916. Likewise,the optional tensioner 913 (which may include an active or passivebiasing means) moves pulley 908 about axis 916. The tensioner andadjusting means are shown for illustration and may also move in a linerfashion, if desired. Further, a fixed tensioning mechanism may also beprovided. Moreover, in alternative embodiments, the adjusting meansand/or tensioner may be placed at other locations to increase force asdesired. For example, the axis 916 may be placed closer to the pulleys906 and 908.

Further, although not shown, the timing belt of the present inventioncan comprise a timing chain having a plurality of links. Accordingly, asemicircular planar tensioner may be used to tension the timing chain asis know in the art. Further, if a timing chain is used, then theapparatus of the present invention may also include oil passages fordelivering and/or draining lubricating oil for lubricating the timingchain.

An additional benefit of the present invention is that the base part maycome in various sizes, or adjusting means, etc., to account formanufacturing or repair changes so that, for example, engines which havehad their engine block surfaces and/or cylinder heads resurfaced can beaccommodated by the present application. In other embodiments, otheraccessories may be included with the present invention so that theseaccessories can be swapped with a timing belt.

A novel feature of the present invention is that the timing belt doesnot have to be placed around and slid over an end of the crankshaft orcrank sprocket, rather, the timing belt can be placed against thecrankshaft sprocket and positioned using one or more pulleys orsprockets.

Thus, according to the present invention, a modular timing belt (orbalance shaft belt) apparatus can simplify the installation and/orremoval of timing belts (or balance belts) thus saving consumers moneywhile benefiting vehicular manufacturer. Additionally, by using timingbelts as opposed to timing chains, which are typically noisier,noise-pollution levels can be minimized. Likewise, by simplifyingtiming-belt (and/or water pump) replacement vehicular safety can beenhanced by reducing the likelihood of timing-belt failure. Moreover, byreducing noise levels, the present invention can enhance compliance withnoise ordinances and/or regulations. Additionally, by ensuring propertiming and/or providing variable valve timing, the present invention canincrease efficiency and/or reduce pollution.

The drive configuration of the present invention may also be used fordriving vehicles. For example, in vehicles with belt or chain drives,such as, for example, motorcycles with belt drives, one or more of thedrive or driven sprockets (e.g., the transmission output sprocket orrear-wheel sprocket) may be located on the outside of an area which isdefined within the closed curve of the belt. Accordingly, the rear wheelmay be removed without looping the belt over the sprocket asconventionally required. Further, a cartridge including, for example,one or more of the belt, pulleys, a base part for positioning thepulleys and the belt, a tensioner, etc., may be used to replace the beltat given intervals. Likewise, the present invention may be used to driveaircraft propellers such as, for example, as is used by ultralightaircraft. Further, by incorporating drive elements as a cartridge (e.g.,including sprockets, pulleys, tensioners, etc.) proper belt tension maybe automatically attained via the installation of the cartridge. Forexample, after installing the cartridge (e.g., including first andsecond pulleys, the belt, a tensioner, etc.), a pin (which, for example,holds the tensioner in a shipping and/or an installation position) maybe pulled from the pretensioned tensioner, thus, allowing the tensionerto assume an operating position.

Certain additional advantages and features of this invention may beapparent to those skilled in the art upon studying the disclosure, ormay be experienced by persons employing the novel apparatus and methodof the present invention, chief of which are that noise and otherenvironmental pollution can be reduced. Other advantages of the presentinvention include enhancing safety of vehicle occupants and increasinguser convenience.

While the invention has been described with a limited number ofembodiments, it will be appreciated that changes may be made withoutdeparting from the scope of the original claimed invention, and it isintended that all matter contained in the foregoing specification anddrawings be taken as illustrative and not in an exclusive sense.

1-21. (canceled)
 22. An apparatus, comprising: a timing belt or chaincartridge apparatus for an engine having a crankshaft with a crankshaftsprocket attached thereto and a camshaft with a camshaft sprocketattached thereto, the timing belt cartridge apparatus comprising: acontinuous force transmitting member comprising a timing belt or chain;a base having first and second pulleys and configured to be attached tothe engine to urge the force transmitting member against the crankshaftsprocket so as to be driven thereby, and wherein the timing beltcartridge apparatus is removable from the engine with the crankshaftsprocket remaining attached to the engine.
 23. The apparatus accordingto claim 22, wherein the base is configured to locate the first andsecond pulleys such that the crankshaft sprocket is located between thefirst and second pulleys along a path of the continuous forcetransmitting member.
 24. The apparatus according to claim 22, whereinthe base further comprises water or oil pumps.
 25. The apparatusaccording to claim 24, wherein the base further comprises at least oneother pulley which is urged contact with the continuous forcetransmitting member and which drives the water or oil pumps.
 26. Theapparatus according to claim 22, wherein the base further comprises: atleast one other pulley which is urged into contact with the continuousforce transmitting member; and a controllable adjusting mechanism whichadjusts a position of the at least one other pulley.
 27. The apparatusaccording to claim 26, wherein the adjusting mechanism is controllableto adjust timing of the camshaft sprocket relative to the crankshaftsprocket.
 28. The apparatus according to claim 22, wherein the a timingbelt cartridge apparatus can be installed or removed without removing anaccessory drive belt of the engine which is installed on a crankshaftpulley.
 29. The apparatus according to claim 22, wherein the basefurther includes one or more of a coolant passage for passage of coolantof the engine and an oil passage for passage of oil of the engine. 30.An apparatus, comprising: a timing belt or chain cartridge apparatus foran engine having a driving sprocket and a driven sprocket, the timingbelt cartridge apparatus comprising: a continuous force transmittingmember comprising a timing belt or chain; a base having first and secondpulleys and configured to be attached to the engine to urge the forcetransmitting member against the driving sprocket so as to be driventhereby, and wherein the timing belt cartridge apparatus is removablefrom the engine with the driven sprocket remaining attached to theengine.
 31. The apparatus according to claim 30, wherein the base isconfigured to locate the first and second pulleys such that the drivingsprocket is located between the first and second pulleys along a path ofthe continuous force transmitting member.
 32. The apparatus according toclaim 30, wherein the base further comprises water or oil pumps.
 33. Theapparatus according to claim 32, wherein the base further comprises atleast one other pulley which is urged into contact with the continuousforce transmitting member and which drives the water or oil pumps. 34.The apparatus according to claim 30, wherein the base further comprises:at least one other pulley which is urged into contact with thecontinuous force transmitting member; and a controllable adjustingmechanism which adjusts a position of the at least one other pulley. 35.The apparatus according to claim 34, wherein the adjusting mechanism iscontrollable to adjust timing of the camshaft sprocket relative to thecrankshaft sprocket.
 36. The apparatus according to claim 30, whereinthe a timing belt cartridge apparatus can be installed or removedwithout removing accessory belts which are installed on an accessorydrive pulley attached to a crankshaft of the engine.
 37. The apparatusaccording to claim 30, wherein the base further includes one or more ofa coolant passage for passage of coolant of the engine and an oilpassage for passage of oil of the engine.
 38. An engine driveconfiguration for an engine having a crankshaft sprocket driven by acrankshaft of the engine and at least one camshaft sprocket for drivinga camshaft of the engine, the engine drive configuration comprising: acontinuous force transmitting member comprising a timing chain or beltand defining an enclosed area; and first and second pulleys situatedwithin the enclosed area so as to engage the continuous forcetransmitting member and force the continuous force transmitting memberagainst the crankshaft sprocket, the first and second pulleys beinglocated such that the crankshaft sprocket is situated immediatelybetween the first and second pulleys along a path of the continuousforce transmitting member and outside of the enclosed area, and whereinone of the first and second pulleys is located between the crankshaftand camshaft sprockets along a path of the continuous force transmittingmember on a tension side and the other of the first and second pulleysis located between the crankshaft and the camshaft along a path of thecontinuous force transmitting member on the slack side.
 39. The driveconfiguration according to claim 38, further comprising a baseconfigured to locate one or more of the first and second pulleys. 40.The drive configuration according to claim 39, wherein the base furthercomprises water or oil pumps.
 41. The drive configuration according toclaim 38, wherein the base further comprises: at least one other pulley;and a controllable adjusting mechanism which adjusts valve timing of thecamshaft sprocket relative to the crankshaft sprocket.